Transmission operating mechanism



March 17, 1953 e. o. AINSWORTH ET AL 2,631,701

TRANSMISSION OPERATING MECHANISM 2 SHEETS -SHEET 1 Filed May 14, 1949 IN u. 7

' I N V EN TORJ' 650/865 0. A //vs wo/e TH Zbw/N 5 FEATHER A OENEY March17, 1953 G. o. AINSWORTH ET AL 2,631,701

TRANSMISSION OPERATING MECHANISM Filed May 14, 1949 =2 SHEETS-SHEET 2 m2/o4 /06 07 /10 w 6 4 l v /24 I42 U4 W M0 F 1 .5 J 650%: d/l/A/dwo/arfi"mm/vi. PEA THEE A TOENEYZ Patented Mar. 17, 1953 TRANSMISSION OPERATINGMECHANISM George 0. Ainsworth and Edwin E. Prather, South Bend, Ind.,assignors to Bendix Aviation Corporation, South Bend, Ind., acorporation of Delaware Application May 14, 1949, Serial No. 93,354

12 Claims.

This invention relates in general to the power transmission mechanism ofan automotive vehicle and in part to means for operating the changespeed transmission and the friction clutch of said mechanism.

One of the objects of our invention is to provide, in an automotivevehicle including a fluid coupling and a three speeds forward andreverse transmission, a simple mechanism, power operated in part, foroperating said transmission, all of the settings thereof being effectedby a manual operation of said mechanism if the driver desires to sooperate the mechanism, and the second and high gear settings of thetransmission, and the operation of the friction clutch to facilitatesaid settings, being effected by power means if the driver elects thisoperation of the mechanism.

A further object of the invention is to provide, in an automotivevehicle including a friction clutch and a three speeds forward andreverse transmission, means, automatically operative in a cycle ofoperations, for operating and for facilitating the operation of saidtransmission including power means, comprising a double acting springand pressure differential operated motor, which is automaticallyoperable, after the accelerator is released, to establish thetransmission either in its second gear setting or its high gear settingdepending upon the speed of the vehicle, the friction clutch beingoperated by said motor to facilitate this operation of the transmission,said first-mentioned means further including manually operated means forefiectingany one of the gear settings of the transmission.

, A further object of our invention is to provide, in the power plant ofan automotive vehicle provided with a change speed transmission, powermeans, including a double acting pressure differential and springoperated motor, for shuttling the transmission between two settingsthereof; and an important object of our invention is to so constructthis power means as to make possible, .at the will of the driver andwhen the vehicle is travelling above a certain speed, one of thesettings of the transmission by the operation of the power means.

: Yet another object of our invention is to provide a simple andcomp-act double acting spring and pressure differential operated motorunit well adapted for use in power mechanism for operating the changespeed transmission of an automotive vehicle.

The above and other objects and features of the invention will appearmore fully hereinafter from a consideration of the-following descriptiontaken in connection with the accompanying drawings where one embodimentof the invention is illustrated by way of example.

Figure 1 is a diagrammatic view of our invention disclosing theprincipal features thereof;

2 V a Figure 2 is a view disclosing the wiring diagram of the electricalmechanism disclosed in Figure 1; and said view also discloses details ofthe spring and pressure differential operated motor unit '01 ourinvention; and

Figure 3 is a view disclosing details of the governor operated switchunit of Figure 1.

Referring now to Figure 1 disclosing a preferred embodiment of theinvention, a three-speeds forward and reverse transmission I0 isoperated by means of a manually operated crank l2 anda manually andpower operated crank Hi, the crank i2 serving to operate the shift railselecting mechanism of the transmission and the crank l4 serving tooperate that part of the transmission functioning to move the selectedrail to establish the transmission in the desired gear ratio. With sucha transmission the crank I4 must be moved to its transmission neutralposition to neutralize the transmission before the shift rail selectingcrank [2 may be operated.

This invention has to do with the manually and power operated means foractuating the aforementioned transmission operating cranks l2 and i4 andfor operating a conventional friction clutch, not shown, said clutchincluding the usual driving and driven plates forced into engagement byclutch springs. The aforementioned transmission and the clutch as wellas the hereinafter referred tofluid coupling are of conventional design,accordingly, no claim is made thereto and the same are not disclosed inthe drawings. The mechanism of our invention preferably includes, in thepower plant of the vehicle, a fluid coupling such for example as thatwhich was incorporated in several 1941 and 1942 passenger vehicles, andsaid coupling includes an impeller and a vaned rotor the latter servingto drive the aforementioned driving plate of the clutch.

The friction clutch, not shown, is operably connected to a clutch throwout shaft I 8 to which is keyed a crank member 20 contactable by aflange member 22 extending laterally from a crank member 24 rotatablymounted on the shaft Hi. The conventional manually operated clutch pedal26 of the car is operably connected, by a link 28,

to a crank 30 which is drivably connected to the shaft 58. As isdisclosed in Figure 1 the connection between the crank 30 and link 28 isof the lost-motion type to obviate a movement of the clutch pedal whenthe clutch is power operated by the mechanism described hereinafter.

The shift rail operating cranks l2 and M are actuated by forcetransmitting means including a shaft about its longitudinal axis in theoperation of either jneutraliains the transmission or establishing thesame in a gear setting; and this connection between the shift lever andshaft 32 is also such that the cross-shift movement of the shift lever,that is the movement ina-planeperpendi-cular to the plane of thesteering wheel, results in a bodily movement-.of..:ther.shaft:-:-32 toeffect a shift rail selecting operation of the crank l2. In theseoperationstherotation oi the shaft 32 effects an angular movement of acrank 36 which is connected to 'the'transmission operating crank M by alink 38, a bell crank lever 44, and a link 58; and the bodily movementof theshaft 32 eifects an angular movement of a'crank; 42which isconnected to the transmis sion operating crank l2 by a link 40.

--'I here is thus provided, by the abovedescribed mechanism, means formanually operating a three speeds forward and reverse transmission; andir'r this manual-operation of the transmission the shift lever 33 ismovable to five diiferentpositions, said selective movement outliningthe. letter "H.

'.-Describing now the power means for operating the transmissionandclutch, the principal element of this power means consists ofadoubleacting fluid pressure and spring operated motor unit 33 operablyconnected to the clutch throwout shaft I 8V and to'the shift railoperating crank 14; and saidmotor is controlled by a solenoid operateddouble threeeway valve 19. The motor unit 33.constitutes' an importantfeature of our invention and preferably includesa cup-shaped casing. 46.

To the peripheral portion ofthe casing there is detachably secured aplate All constituting the end: wall of the motor unit; andto the innerface of: saidtwalhthere ,is secured an electromagnet constitutingaholding coil for the piston 52 of the motor.unit,rthe operation of saidelectromagnet beingreferred, to hereinafter. This electromagnetin'cludesan iron core 42bored to receive a rod 4&- extending through theplatelll; and, this rod 49,is:,fixedlygsecured at one of its ends to thecentral; portion of the piston-52 and. at its other end is connected tothe crank 24. The electromagnet further includes a winding housedbetween-the outer-surface of the core, 42- and the innensurface of acup-shaped housing .member g 53,-secured; to,,.-the plate fi. Thewinding- 5! is ,grounded to thecasing of the motor unit byv a conductor54 and-is electrically connected, by, a conductor 56, to a conductor 58mounted in the ,plateJlO. When the electromagnet is energized anarmature plate 60 fixedly secured to the piston 52is attracted towardthe winding 5 i. The plate 51!, core 42 and winding 5|. together go tomake up theelectromagnet. The conductor 58 is insulated from the plate40 and to said conductor thereis connected aconductor 5 and the motor.unit as a .whole may be detachalolysecured by a bracket, not shown, tothe chassisof the vehicle.

.-A' spring-51, interposed between the end plate A0; and the, piston 52,constitutes an important ,partof (the power meansof the motor unit 33andserves to-move the piston to the right, Figure, 1, ,to successivelyeffect a disengagement, of the clutch and an operation ---of thetransmission. {When the piston 52 is moved to the-left by adif-.ferential of pressures to which it is subjected; the energizedelectromagnet serves to hold the piston iin=its clutch'engaged position;that is: the position disclosed in Figures 1, andZ; and in this position,the spring-.58 is compressed .inpreparation fora 4 subsequent expansionthereof to disengage the clutch andloperate the transmission.

The valve-mechanism l9--'of.the motor unit is disclosed in detail inFigure 2 and includes a casing 62 cooperating with valves 63 and 64 andplatesfiiandfifi to provide compartments 6?, 58,

and 58' connected, respectively, by conduits 69,

zlihand ll, Figure 1, to a compartment 72 of the motor,:. a.compartment13 of the motor, and a source of vacuum, preferably the intake manifoldof the engineof the vehicle, not shown. Groundedsolenoids 74 and 75 aremounted on the valve casing 62 and. the armatures 16 and 77 of 1 said:solenoid are connected, respectively, to the valves 63 and 6-4. The twoarmatures are connected,.- at .their inner. ends, to a spool; shapedmember,- which extends through 1 the vacuum compartment v 58.

Describing nowthe operationof the motor unit 33, which includes both thecylinder M5v and the Valve mechanism 19, an energization of the solenoid15 results in an opening of the valve 64, Fig ure 2, and a closing ofthe .valve. 63cm connect the motor compartment 13 to the source ofvacuum and yentthe compartment.v T2 of; the unit. to the. atmospherevia. anair cleanertfi, aduct 8! in the valve casing, a. valvecompartment8?. and anopening ,83. in the p1ate..,65. The piston 52 is thus.subjected to,., a differential of pressures to moveithe sameto, theright, Figures, 1 and. 2, to scavenge the air. fromthemotor. compartment73 to facilitate the expansionofithe spring 51 in operation of,disengagingithe clutch and, operatingthe transmission; and this,pressure differential, operation of j the piston also serves by virtue.of the force exerted bythe piston", to add to the transmission and..clutcihgoperating force exerted bythe spring.

When the piston reaches the 'endof its-stroke in this operation, or isjust about to reach this position, the mechanism isoperative to energizethe solenoid Miandde-energize thesolenoid. l5; and this operationof thesolenoids resultsina reversal of the direction'of' movement ofthe valvesStand it-the latter being seated ,in-pa closing operation and theformer'being opened. The motor compartments-i2 and T3 are thus connectedrespectively to the vacuum and air to subject the piston-to adifferential of pressures to move the same to the left, Figures 1 and 2;to compress the spring 5'! and permit a re-engagement of the clutch. Inthis'operation the motor compartment 13 is vented to the atmosphere viatheair cleaner 3i], a duct 84 in the valveca-sing, acompartment 85, andan opening 86 in the plate 65 and the motor compartment 12 is connectedto the source of vacuum by the conduit 69, the valve compartments El and68 and the conduit H.

Continuing the description of the'power means ofourinvention the crank24 is yieldingly connected toan alternator by means preferably includinga pin 92 extending from the crank. One endof-a spring-M, preferablycoiled around alink 88, isconnected-toa pin SB- secured to'said link andthe other end of said spring'is fastened to'the pin 92. Theincorporation of the spring 95 in the connection between the crank 24and the link 88 provides a mechanism makingit vpossible to disengage theclutch priorto lanoperation of the transmission. A crank 98 of thealternatoris zpivotally connectedto thebell crank lever 44 by a linkH38. i The alternator 35, which may be of anywelltknowndesign, isnot-described in detail inasmuchas said'unit of itself constitutes no:part

of 'ourrinvention. Sufiice'it tosay that, this mechanism provides.ameans whereby. successive movement of the power input link 88 in onedirection results in a reciprocatory angular movement of the poweroutput crank 98 of the alternator mechanism; and this reciprocatorymovement of the crank 98 results in a corresponding reciprocatorymovement of the transmission operating crank I4 to successivelyestablish the transmission in its second and high gear settings.

There is thus provided an alternator or oft called direction changingmeans whereby the transmission operating angular movement of the crankI4 is alternately reversed with each successive transmission operatingenergization of the motor unit 33.

As to the electrical means for controlling the operation of the motorunit 33, said means includes the parts disclosed in Figures 1 and 2; andthis electrical means includes a grounded battery I00, the ignitionswitch I02 of the car, a cut off switch I04, an accelerator operatedbreaker switch I06'which is closed when the accelerator is completelyreleased and opened when the accelerator is depressed, a motor operatedselector switch mechanism I01, a normally closed accelerator operatedbreaker switch I08 which is broken when the accelerator is depressed toits wide open throttle position, a vehicle speed responsive governoroperated single pole double throw switch mechanism IIO, a shift leveroperated overrule switch H2, .a piston operated breaker switch II 4which is opened when the piston is in its clutch engaged position, andthe aforementioned grounded solenoids I4 and 15 which operate the motorcontrolling valve I9. The aforementioned switches are electricallyinterconnected as disclosed in Figure 2 and of said switches theaccelerator operated switches I06 and I08, the cut off switch I04, thepiston operated switch H4, and the overrule switch II2 are ofconventional breaker switch construction, accordingly, the same are notdisclosed in detail.

Describing the governor operated switch mechanism II disclosed in detailin Figure 3 this mechanism includes a two part casing I I6 housingacentrifugally operated governor mechanism H8 which is drivablyconnected to the propeller shaft of the vehicle or some other movin partof the power plant, the speed of which is directly proportional to thespeed of the vehicle. A thrust member I20 of the centrifugal mechanismcontacts the central portion of a movable switch contact member I22which i biased into engagement with a fixed contact I24 by a spring I26.The parts of this switch mechanism are so constructed and arranged andso operative that when the vehicle is at a standstill or is travellingat or below a relatively low speed,sfor example M. P. K, then the springI26 serves to move the movable contact member I22 into engagement withthe fixed contact I24; and when the vehicle is travelling at or abovegovernor speed, say 11 M. P. 1-1., then the cent-rifugally operatedmechanism H8 is operative to force the contact I22 into engagement witha fixed contact member I28. Completing the description of the governorswitch mechanism IIO the other end of the movable contact member I22 iselectrically connected to a conductor which is connected to theaccelerator operated switch I 06.

Describing now the switch I01 and its electrical connection with theremainder of the control mechanism, said switch comprises a casinghaving secured thereto fixed contact I 30, I32, I34, and I36 connectedrespectively, by conductors I38, I40, I42, and I44 tothe-fixed contactI28 of the governor switch, to a conductor I46 accelerator operatedswitch I08, to the fixed contact I24 of the governor switch H0 and tothe conductor I44 which is connected to the grounded solenoid 45.Completing the description of the motor operated selector switch I01there is provided a movable contact I50 which is connected to thetransmission operating crank I4 by a link I52; and the contact memberI50 is pivotally mounted upon a pin I54 extending from the switchcasing. The movable contact I50 and three fixed contacts I30, I32, andI34 of the switch I01 provide three separate switches I30,

I50; I32, I50; and I34, I50.

Completing the description of the electrical means for controlling themotor unit 33, 9, normally closed switch I56 of a relay I58, togetherwith the breaker switches H4, H2 and I08 serve to interconnect thegrounded solenoid I4 and the aforementioned conductor I46; and thegrounded winding I60 of the relay I58 is electrically connected to theconductor I44, said winding and the solenoid I5 being electricallyconnected in parallel with each other as is disclosed in Figure 2. Thegrounded winding 5I of the electromagnet 5|, 60 within the motor unit 33is also electrically connected to the relay switch I02 all as is'disclosed in Figures 1 and Briefly describing the operation of the powerand manually operated transmission operating mechanism of our inventionthe driver may operate the transmission I0 manually by opening theswitch I04 thereby disabling the power means of our invention. The shiftlever 43 is then op- I erated manually to operate the transmission theclutch being operated by the pedal 26 to make this operation of thetransmission possible.

Should the driver wish to power operate the transmission to shuttle thesame between its second and high gear settings he will first close thecut ofi switch I04; and it is assumed that at this time the engine isidling to make of the intake manifold a source of vacuum; that thetransmission is at the time established in its second gear setting; andthat the friction clutch is engaged. The accelerator I62 will then bedepressed to open the throttle I64 to get the car under way-and when thecar speed reaches 11 M. P. H. the driver will release the acceleratorthereby closing the switch I 06. The governor switch I22, I20 is at thistime closed accordingly an electrical circuit is then completed toeffect an energization of the solenoid I5 and the winding I60 of therelay I58. This circuit includes the grounded battery I00, the ignitionswitch I02, the cut off switch I04, the closed accelerator switch I06,the governor switch I22, I28, the switch I30, I50 of the selector switchmechanism I01, and the grounded solenoid I5. and grounded relay windingI60.

At this juncture it is to be noted that the switch I30, I50 of the motoroperated switch I0! is closed when the transmission is established inits second gear setting; and the switch I34, I50 is closed when thetransmission is established in its high gear setting. It is also to benoted that the switch I 32, I 50 of the switch mechanism I0I provideselectrical means for maintaining an energization of the solenoid I5 oncethe operation of the motor 33 is initiated and despite an untowarddepression of the accelerator to open the switch I06; then just as thetransmission operating operation of the motor 33 is completed the switchI32, I50 is opened thereby de-energizing the solenoid I5. The governoroperatedacamoi .1;

switch 1 l :and the :motor z-operated. selector and cutsofiiswitch; I01;are thuselectrically connected inseries-parallelvin the electricalconnection-interconnecting ythex grounded battery and the groundedsolenoid 151.:

Continuing :the: description. of the operation or;

thecmechanism of our'invention to establish the transmissionsin its.high gear: setting-the passage offlth'e current through the. relay'winding, Vim

serves toclose :the relay 158 thereby opening the relay switch--l58p andthis operationserves to:-

(lo-energize the -holdinggoi-l 5 I.. The concurrent energizationaofthesolenoid-I5 serves to. open the valve 6k thereby connecting. the.compartment. 13

of the motor 33 to the source of vacuum.

The-motor. 33 is, by the-above described operation-.of-.the electricalcontrols; preparedfor a" springoperation thereof, accordingly, the.spring 51: then immediately expands to move the piston 52-to the-right,Figure 1, to successively. disengage the clutch and establish thetransmissionin. its

high. gear setting. .Now just. as the. operation-of establishing. the 1transmission ...in high gear. is.

being ,completedthe: witch I32; is opened thereby effecting ade=energization oi the solenoid l5 anda .re-energization otthe solenoidl4; and

this operation serves .to...again.vacuum energize the motor unit 33..to. movie the piston-to. the. left,

Figure 2,'to cook the spring 5'! and at the same time. permit the clutchspring, .not shown, to reengage the clutch,

When the latter operation is completed the pistonoperatedswitch' I Itisopened to Lie-energise the solenoid 14' thereby preventinga waste of(battery, current between operation of the mechanism; however, theholdingrcoil 51 takes over. the control to hold the piston 52 in itsclutch engaged position and the spring. 57 inits cocked condition.

Thereis thus provided 'a spring andpressure differentialoperated motor.operable; by a spring and vacuum operation thereof; .to successivelydisengage the clutch and operate the transmission-and further: operable;by a vacuumoperation" thereof, to'assistthe i'e engagem'ent of theclutch and prepare the mechanism 1 for a subsequent operation of theclutch and' transmission. The" power'element 52 of the motor 33 is'actuated'in one direction by the difierential ofpressures acting uponsaid element and said power element is. actuated-in the other'directionby the "spring 5? and the =di-iferentialof pressures actingthereon.

Thecycle of operations of theclutch and trans mission having beencompleted toestabli-s'h the transmissicnin its high gear setting L thedriverwill depress the acceleratorto maintainerin crease the peed of thevehicle'.-- Then'should thedesired to quickly ,pass a car .on the roador toy expedite the climbing of a hill. It'is also to be noted that, if.desired,..'a throttle .closingmechanism =may be; included .in themechanism of. ourv invention thereby providing means for automatis.cally. ,closing ,the throttle during .the period of;

time when the motorfmv is. operating to operate the clutchandtransmission and despite thede pression-of the accelerator.

The kickdown operation of the transmission may also be effected by anopening of the switch H2, which, as described above, is convenientlyvmounted on the gear shift lever 43.

To efiect a down shift, that is second gear operation of thetransmission in the normal operation of the car. the driver will slowthe vehicle down to governor speed, for example the 11 M. P. -H; speedsuggested above; and this operation, together with a release of theaccelerator to close the switch I06, serves to efiect an energizationzofthe; solenoid 15- Land. a closing of the-relay-IEB to open the relayswitch 456. There results, from thisoperation, the same spring andvacuum energization lof .the' motor described above, said.operation'serving to successively dis-.- engage the clutch nd establishthe transmission in its second gear setting; and, as described above,

just. as this operation-is completed-or is aboutto be completed theswitch I32, .1 591 is'broken thereby effectingvan energization of theolenoid- 14 and.

aide-energization of the solenoid l5.- The resultant vacuum.energizationof the motor unit againrei fects a cooking of. the spring51 to pre-v pare the motor for a subsequent. operation; and.) permits-anexpansion of the. clutch. springs to re-engage the clutch.

There is thus provided .a simple and compact manual and power operatedmechanism. for operating-a three-speeds .forward and reversetransmission .of the .power plant of an automotive vehicle The drivermay,. at will, either operate the transmissionmanually to efifect all ofits.

settings or. he mayeffect the low, the reverse,

and the neutral settings manually and the second and high gear settingsby power. The spring operation of the .motor .33'provides' means foreffecting a secondv gear'operation of the transmission regardless of'the degree. of vacuum withinthe intakemanifold; and the accelerator orshift. lever Ioperate'd "kickdown :operation, or

what may be termed'overrule .OPBI'fitiOIIOf' the mechanism;providesmeansforeffecting a second gear operationpf the transmissionwhen the vehiclelis travelling in high gear and-'above governor speed."

Itiis alsoto benoted 'that' the-"motor unit 18" and control meanstherefor may, if desired, 1 be" employed to operatea two-speedaxletransmission or other'two speeds forward'transmission'of anautomotivevehicle; I

Although'only one embodiment oftheinven tion :has been illustrated anddescribed-, various changes in the form and relative arrangements of theparts maybe made to suit" requirements.

We claim:

1. Control mechanism adapted to-controlthe operation of the frictionclutch'and the change speed transmission of the power plant of anautomotive vehicle in'eludinga double acting pressure differential andvspring operated motor adapted to be connected 'to' the. transmission and"clutch;

said :motor including a power element and'fur ther including a :springoperative" to bias said element to a certain position, the motor-beingspring and vacuumbperated to successively dis-v engage the. clutchand-operate .the transmission and immediately thereafter, .in...the.cycle of.

operations, poweroperated to effect an. engage.-.. ment of the clutchand prepare the .motor. .for. a

subsequent transmission operating. operatiom. meanaincludmgsvalve means,for controlling the.

operation of the motor, and means for controlling the operation of thecontrol means to effect the aforementioned cycle of operations.

2. Control mechanism adapted to control the operation of the changespeed transmission of the power plant of an automotive vehicle includinga double acting pressure differential and spring operated motor adaptedto be connected to the transmission, said motor including a powerelement and further including a spring operative to bias said element toa certain position, the motor being spring and vacuum operated tooperate the transmission and immediately thereafter, in the cycle ofoperations, power operated to prepare the motor for a subsequenttransmission operating operation; means, including valve means, forcontrolling the operation of the motor; and means for controlling theoperation of the control means to effect the cycle of operations.

3. Control mechanism adapted to control the I operation of the frictionclutch and the change speed transmission of the power plant of anautomotive vehicle including a double acting pressure differential andspring operated motor adapted to be connected to the transmission andclutch by yieldable force transmitting means, said motor including apower element and further including a spring operative to bias saidelement to a certain position, the motor being spring and vacuumoperated to successively disengage the clutch and operate thetransmission and immediately thereafter, in the cycle of operations,power operated to effect a re-engagement of the clutch and prepare themotor for a subsequent transmission operating operation; means,including valve means, for controlling the operation of the motor; andmeans for controlling the operation of thecontrol means to effect theaforementioned cycle of operations including a threepart selector switchmechanism operated by the motor, said switch mechanism serving, by apreselective operation, to prepare the mechanism for an operation of thetransmission and clutch, and further serving to automatically cut offthe operation of the mechanism when the transmission has beenestablished in gear.

4. Control mechanism adapted to control the operation of the changespeed transmission of the power plant of an automotive vehicle includingdouble acting pressure differential and spring operated motor adapted tobe connected to the transmission, said motor including a power elementand further including a spring operative to bias said'element to acertain position, the motor being spring and vacuum operated to operatethe transmission' and immediately thereafter, in the cycle ofoperations, power operated to prepare the motor for a subsequenttransmission operating operation; means, including valve means, forcontrolling the operation of the motor; and means for controlling theoperation of the control means to effect the cycle of operationsincluding a three-part selector switch mechanism operated by the motor,said switch mechanism serving, by a preselective operation, to preparethe mechanism for an operation of the transmission and further servingto automatically cut off the operation of the mechanism when the transofthe clutch and an operation of the transmission, and an electromagnetoperable to hold the spring cocked. preparatory to effecting a springoperation of the clutch and transmission; means, including valve means,for controlling the operation of the motor including a valve operativeto efiect a vacuum operation of the motor to facilitate a springoperation thereof, and a valve operative to effect a vacuum operation ofthe motor to cook the spring.

6. Control means adapted to successively operate the friction clutch andthe change speed transmission of the power plant of an automotivevehicle including a double acting pressure differential and springoperated motor comprising a power element, a spring for moving the powerelement in one direction to effect a disengagement of the clutch and anoperation of the transmission, and an electromagnet operable to hold thespring cocked preparatory to eifecting a spring operation of the clutchand transmissions; means, including valve means, for controlling' theoperation of the motor including a valve operative to effect a vacuumoperation of the motor'to facilitate a spring operation thereof andavalve operative to effect a vacuum operation of the motor to cook thepring, and means for controlling the operation of the valve means andthe electromagnet including switch means operative to initiate theclutch disengaging and transmission operating operations of the motorand switch means automatically operative, when the transmission isestablished in gear, to initiate a clutch engaging and spring cockingoperation of the motor.

'7. Control mechanism adapted to successively operate the frictionclutch and the change speed transmission of the power plant of anautomotive vehicle including a double acting spring and pressuredifferential operated motor, spring-and pressure differential operatedto successively disengage the clutch and operate the transmission andthen immediately thereafter, as a part of a cycle of operations, power oerated to engage the clutch and repare the motor for a subseouentoperation of the transmission; means for controlling the operation ofthe motor including valve means and further including an electromagnetoperative to hold the power element of the motor in a certain position:and means for controlling the operation of the valve means and theelectromagnet to, in a cycle of operations, de-energize theelectromagnet, disengage the clutch. operate the transmission andlastly're-engage the clutch and ener ize the electromagnet.

8. Control mechanism adapted to successively operate the friction clutchand the change speed transmission of the power plant of an automotivevehicle including a double acting spring and pressure differential oerated motor which is spring and ressure differential operated tosuccessively disengage the clutch and operate the transmission and isthen, as a part of a cycle of operations, power operated to engage theclutch and prepare the motor for a subsequent operation of thetransmission; means for controlling the operation of the motor includingvalve means and further including an electromagnet operative to hold thepower element of the motor in a certain position; and means forcontrolling the operation of the valve means and the electromagnet, to,in a cycle of operations, de-energize the electromagnet, disengage theclutch, operate the transmission and lastly re-engage the clutch andre-energize the electromagnet, said latter 1 1 control meansbeing'iurther operative, at the will of the'driver, to effect a certainclutch and transmission operating operation of the motor when thevehicle is" travellingabove a certain speed.

"9. Control mechanism adapted to successively operate the frictionclutch and the change "speed transmission of the power plant of anautomotive vehicle including a double acting spring and pressuredifierential operated motor,

spring and pressure differential operated to successively disengage theclut'chand operate the transmission and then immediately thereafter, asa part of a cycleof operations, power operated to engage the clutch andprepare the motor for a subsequent operation of the transmission; meansfor controlling the operation of the motor including valve meansandfurther including an electromagnet operative to hold the"powerelement of the motor in a certainposition: and means, including apluralityof valve operating solenoids and a plurality or switches "forcontrolling thesolenoids electrically connected in a series parallelhook-up, for-controllingthe' operation of the valve -means and theelectromagnet to; in a cycle of operationavacu um energize'the motor;and tie-energize the electromagnet, disengage the clutch, operate thetransmission and last'ly're' engage the clutch and "re-energize theelectroma'gn'et.

'10." Control "mechanism adapted to successively operate the frictionclutch and the change speed transmission" of the power plant of anautomotivevehiclef including a double acting "spring and pressuredifferential operated motor,

spring and pressure difierential operated to suecessively disengage theclutch and operate the transmission and then immediately thereafter, asa part of a cycle of operations, power operated to engage the clutch andprepare the motor for a subsequent operation of the transmission; meansfor controlling the operation of the mtor includingvalve means and anelectromagnet the latter being operative to hold the power element ofthe motor in a certain position; and

means for controlling the operation of the valve,

means andele'ctromagnet to, in a cycle of operations,'de-energize theelectromagnet, disengage the clutch; operate the transmission and lastlyre-engage the clutch and energize the electro- "rnagnet, said controlmeans including a plurality. of grounded solenoids for operating thevalve mechanism and means for controlling the operation of the solenoidsincluding a switch mechanism operated by the accelerator of the vehicleand electrical means interconnecting one of the, solenoids and theaccelerator operated switch mechanism including a governor operatedswitch and a motor operated'selector switch electrically 'connected in aseries-parallel connection with each other.

' 11. A' mechanism for automatically shuttling the change speedtransmission of an automotive vehicle between two settings thereofincluding a 'double' acting pre'ssure'difierential and spring operatedmotor; *spring and pressure differential operated -to establish one :ofsaid settings and immediately thereafter power operated. to .prepare themotor for a subsequent-spring and pres- .suredifferential cperatedoperation; means, in-

I eluding two valvemembers, for controlling the. ,operation of themotor. one operation ofuthe valve members serving-to connect oneendoiithe motor-with a source of power and at the same time vent theother. end of the motor to the: atmosphere, and-anotheroperation of :thevalve -mernbers servingto connectthe latter endzof the motor to thesource ofi'power and at the same time-vent the remaining end of themotor to the atmosphere; andimeans for controlling the operation of thecontrol means-to effect theaforementioned cycleof operationsof themotor.

12. Control mechanism adapted .to successively operate the friction.clutch and :thechange speed transmission of .the power plant of anautomotive vehicle including-a double acting sprin andpressureidifierential operated motor, spring and pressuredifierentialoperated to successively disengagethe'clutch' and operate thetransmission and then. immediately thereafter, as a part of the-cycle of-operations; power operated to engage the clutch and prepareithe motorfor a subsequent operation 'ofrthe transmission; means for controllingthe operationof the mo- --tor including valvemeans and further-includingan electromagn'et operative to'holdthe power element of the motor in acertain position: and means, including axplurality of valve operatingsolenoids anda' plurality. of; SWitCh8S-'-fO1" COIltrolling the"solenoids electrically connected in a series-parallel hook-up, for 1controlling :.the

operation of the: valveameans and the electromagnet to, in a cycle ofoperations, .de-energize the electromagnet', disengage-the "clutch,operate the transmission and lastly re-engage. the. clutch andre-energize the electromagnetnsaid valve controlling means including asolenoid for operating one of the twovalve-members, anothersolenoid foroperating the otherzof saidtwo valve "members, and means for controlling:the operation of the two solenoids including-switch means operative,in. accordance with the speed of the vehicle, to effectcan :energizationof .one'of the solenoids and i a: de energization. of :the othersolenoidto efiect azspring and vacuum operation of the moton-saidswitchmeansbeing automatically .operativa when :the' transmission operatingoperation of the-motor islcompleted to energize' the latter solenoid andto-zde-zenergize the remaining solenoid tof-thereby initiate anoperation of the motorto e'ffecta vacuum andelectrical' operationthereof.

"GEORGE O; AINSWORTH.

" EDWIN 'PRA'I'HER.

REFERENCES ,IGITED The following references are. of .record;;in. thefile of this patent:

. UNITED STATES-PATENTS

